Underground protection for active aricrafts

ABSTRACT

In an airfield with a short bi-directional runway and a long bi-directional runway intersecting with each other perpendicularly a system for storing and launching a plurality of airplanes includes a plurality of platforms, a plurality of rectangular cages and a frame. Onto each platform one airplane may be placed. Each cage has an opening into which one platform and one airplane are inserted through the opening. The frame has a plurality of slots and is disposed in ground beneath the airfield. One rectangular cage may be inserted into one of the slots. An elevator is disposed adjacent to the frame and has a bottom platform and an opening which may be aligned with the opening of one of the slots.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates in general to a roof-covered multi-story elevator-type aircraft protection facility with at least two vertically moveable platforms, and more particularly, to underground multi-story elevator-type active aircraft protection of the type stated with each of the vertically moveable platforms situated one above the other whereby any one platform may be selected to be moved to a level which is accessible to a drive-in area.

2. Description of the Prior Art

During the Cold War, NATO and Warsaw Pact nations erected numerous hardened aircraft shelters (HASs) to protect their multi-million dollar combat aircraft during wartime. Over time, this practice spread throughout the world's conflict zones, with similar structures being found in many Middle Eastern and Asian nations. Some nations, however, took this practice one step further: they began building full underground facilities (UGFs) to protect aircraft. UGFs are commonly used in many nations to store and protect military hardware, but only a few nations have used them to protect their combat aircraft. These nations include the DPRK, China, and Taiwan in Asia, and Albania, the FRY, Sweden, and Switzerland in Europe. In this feature, the facilities used by the DPRK will be examined. Twenty major airfields in the DPRK feature significant UGFs for protecting combat aircraft. In addition, two locations feature unique runway layouts incorporating UGFs, and seven airfields feature no UGF storage facilities. The locations of these facilities can be seen in the image below. The airbases incorporating UGFs are marked in red, those lacking UGFs are marked in blue/white, and those incorporating hardened airfields are marked in yellow. There are two basic UGF layouts employed by the DPRK to protect and house combat aircraft. These facilities are either positioned close to the main runway, facilitating ease of movement between the UGF and the operations area, or further afield, suggesting their use primarily for long-term storage. In addition, they are connected to their assigned facilities using two different taxiway styles. Some UGFs are connected by simple taxiways which wind their way through buildings and terrain to reach the runways, while others appear to have a more interesting purpose, that of a backup launching strip for concealed assets. This information, combined with an analysis of the types stationed at each location, can give an indication as to the employment strategy or readiness level of aircraft contained within. Three airbases will be examined in detail to provide an overview of the DPRK's UGF design, layout, and potential use.

Sunchon AB is arguably the DPRK AF's most important installation. Situated approximately 40 kilometers northeast of Pyongyang, it is home to the most advanced combat aircraft in the DPRK. Sunchon AB is home to the DPRK's MiG-29 (FULCRUM) and Su-25 (FROGFOOT) fleets. The MiG-29 represents the DPRK's only true modern, 4th generation fighter aircraft. The Su-25 is likewise the only true survivable, modern ground attack aircraft in the DPRK. Sunchon's MiG-29 unit also makes up roughly half of the BVR-capable combat aircraft in the DPRK, with Pukchang's MiG-23 (FLOGGER) unit being the only other BVR shooters in the AF's inventory. Despite widely published claims to the contrary (including a thoroughly ludicrous Wikipedia article), whereby the MiG-29 fleet is believed to be based at a host of other locations, Sunchon is the only facility where the MiG-29 has been imaged inside of the DPRK. Sunchon's UGF is situated in close proximity to the airfield itself. There are three main entrances, with two entrances likely leading to the storage area for operational aircraft. The third entrance may be for long-term storage of derelict or obsolete aircraft, or for entrance into a dedicated maintenance or GSE storage area. Sunchon's UGF is connected by a series of taxiways to the main apron area. Sunchon AB has ramp space for roughly 34 combat aircraft, with HASs for four more aircraft. There is also an alert or arming/de-arming pad at the north end of the runway which can easily park two aircraft. Open ramp space is therefore provided for at least 38 aircraft. 66 modern aircraft, discounting possible attrition since delivery, are based at Sunchon AB, indicating that at least half of them are stored in the UGF at any point in time. 36 Su-25s and 24 MiG-29s were delivered from the USSR, including 4 UB/UBK training versions of each type, as well as 6 MiG-29S (FULCRUM-C) SKD kits assembled in the DPRK. It was the MiG-29S that was used to intercept a USAF RC-135 in 2003. Analysis of imagery of Sunchon AB provides insight into a number of factors. First, while between 19 and 29 Su-25s are visible depending on the date, only 5 to 9 MiG-29s are visible. This may indicate a much lower readiness level in the far more technologically complicated MiG-29 fleet. Second, it would appear that aircraft are moved from the UGF to the parking ramps for operations, before being re-stored. The image below depicts an open UGF, and an Su-25 being towed from the apron back to its underground hangar. Furthermore, analyzing the layout of Sunchon AB in relation to the UGF illustrates an interesting feature. A 1350 meter taxiway extends from the UGF to a point beyond the main parking aprons. This taxiway may in fact be an auxiliary runway, allowing aircraft to be prepared for flight while concealed within the UGF and then launched with little or no warning for a strike against the ROK. While the MiG-29 would likely be employed to defend the skies above Pyongyang, the Su-25 is certainly a credible platform for use in this capacity given its relative survivability (compared to other available air to ground platforms in the inventory) and its high payload. Alternatively, this may facilitate the storage of armed, combat-ready MiG-29s in an alert status, protecting them from the elements while other airframes are removed for training flights as needed. Sunan AB, situated just north of Pyongyang, is the primary home to the DPRK AF's air transport assets. Assigned aircraft include the DPRK's 11-76 (CANDID) fleet. It also serves as the major international air terminal for the DPRK.

There are no identified combat aircraft at Sunan AB, but the UGF can be used to illustrate a different layout than that of Sunchon AB. In the case of Sunan AB, the UGF is situated a much greater distance from the main operating area, likely indicating that aircraft stored therein are not operational or are being held in storage. Also, the UGF is not connected by a taxiway suitable for use as an auxiliary runway, reducing the chance that assets contained in the UGF are suitable for rapid deployment. Hwangju's overall layout is similar in many respects to that of Sunchon AB. Hwangju features three ramp areas and four HASs for housing its assigned aircraft. It also features a UGF complex for storing MiG-21s, which is connected to the main facility by an auxiliary runway similar to that found at Sunchon AB. The primary difference in the two facilities is the distance. Sunchon AB features a UGF in relatively close proximity to the main airfield, suggesting that combat aircraft may be stored there on a regular basis. Analysis of the available imagery would seem to validate this theory. In contrast, the UGF complex at Hwangju AB is much further removed from the main airbase. Imagery indicates that a consistent number of MiG-21s, around 20, is parked on the main ramp space of the airfield. This suggests that the UGF is not used for primary storage of aircraft, as it appears to be for Sunchon AB's MiG-29 fleet. This illustrates the relationship between UGF location and storage activity in the DPRK AF. As operational fighter bases, both Sunchon AB and Hwangju AB possess four HASs in close proximity to the main runway. These facilities are likely employed for alert aircraft, enabling them to be protected to a degree from a preemptive strike. While aircraft parked on open ramp areas are soft targets, those contained in HASs would potentially be available for airbase defense or counterstrike sorties in cooperation with aircraft retained within the UGFs.

Onchon airbase in the west and Kang Da Ri airfield in the east feature unique hardened facilities. These airbases incorporate large UGFs for storage, maintenance, and operations work, with runway surfaces exiting the UGFs in multiple directions. No information is available as to the purpose for, use of, or units assigned to these facilities. The most probable use for these unique airbases is as dispersal sites for combat aircraft. They represent very survivable hardened structures, and could potentially house a significant number of aircraft. The only drawback is that deploying a significant number of aircraft to each facility would be a potential identifiable indicator of forthcoming hostile action. To mask such activity, the DPRK would likely establish routine training deployments to each location.

An alternative use for the hardened airbases has nothing to do with aircraft and at this time represents pure speculation. Given that air activity at either location has never been publicly disclosed or identified in imagery, an interesting concept would be to employ the facilities as hardened SSM bases. The facilities resemble airfields in their layout, but a concrete SSM launch pad is little different from a runway surface. Ergo, the DPRK could stockpile SSMs in these facilities, using the “runways” as mass launching areas. In this scenario, transporting SSMs to the facilities would be far easier to mask than the deployment of combat aircraft. The facilities could represent logical storage and mating points for nuclear or chemical warheads, allowing them to remain protected prior to use. Furthermore, what better way to hide an SSM base than by designing it as an airfield? The only serious additional expense would be the additional concrete used to create a “runway” rather than a number of SSM launch pads. In this vein, given the security and survivability of these facilities, they could also represent launch points for UAVs or drone conversions of obsolete aircraft armed with nuclear warheads. At this point in time, however, the facilities are assumed to be exactly what they appear to be: hardened airfields.

Onchon AB is unique in the DPRK as it possesses both a traditionally designed airfield and a separate hardened airbase facility. The airfield itself is home to a number of old, outdated combat aircraft including the MiG-19/J-6 (FARMER).

There were four entrances into underground complex officially called “KLEK”. Main entrance into complex “KLEK” at Airbase Zeljava was entrance No. #2 which was under control of Military Police who where letting in with identity card only. Each of other three entrances was guarded by one soldier. Entrance No. #4 is the most syn-optical were armor door are way beyond in the tunnel. Tunnel goes in gentle curve straight to connection with entrance No. #3. Beyond armor door on entrance No. #4, on left side was incavation that was used for storing LORAP films (Long range aerial panoramic photographic system). After that, there was a hydraulic armor door and corridor to “Star” hall and restaurant. On right side was ambulance, 352nd Squadron of recognition classroom. First corridor leads right from “Star” Hall with washrooms, photo lab and storage for LORAP and guided missile containers and equipment, armor of 352nd Squadron of recognition and at the end of the corridor were cryptographers. Left corridor was 352nd Squadron of recognition headquarter. In the same corridor was settled intelligence centre, pilot classrooms of 124th and 125th Fighter Aviation Squadrons and parachutist's room. On the right side of gallery were various containers of jet equipment, air-missile lancers, cannons and firefighting equipment. From Entrance No. #4 until the end of 352nd Squadron of recognition gallery, tunnel is 750 meters long and 12 meters wide. Gallery of 124th Fighter Aviation Squadron was wider where airplanes were stored in Zig-Zag position. At entrance No. #3 was Kerosene storage which might be now instable. Apparently, there were a lot of problems during constructing because of underground gaps and watercourses. During the night you could hear water hum. Inside complex “KLEK” was build in kerosene tank colossal sizes, air condition system, kerosene pipelines and self-power engineering system. All underground complex was alight and air conditioned with constant temperature of 22 degrees of Celsius and humidity because of kerosene evaporation.

Underground facility for high-quality technical maintenance of planes, engines and electronic equipment of aircraft was remarkable construction which was the highest and the widest part of entire complex. It was equipped to support maintenance of 1st, 2nd and 3rd level. Under entire floor of this facility is a huge abyss. Complete Meteorological Service and Flight Control Center were settled in bunker some 60 meters above the underground complex sunken deep into mountain. This bunker was about 70 square meters big and was reached by elevator only. Concrete walls were 2 meters thick build with the best cement and armature. War doctrines were significantly changed during “Cold War” era when Yugoslavian war strategists were thinking about modernization of underground complex which would allow storing of airplanes like MIG-29. However, it was more taken time on precautions for self-destroying of entire underground complex. Five years before the war in Slovenia, enhanced was undermine system. Underground complex “KLEK” had tunnels and galleries altogether 2.7 kilometers long. It was planned and dimensioned so it can carry between 60 and 80 supersonic jets MIG-21, protecting them from missile and atomic strikes. Alongside, this underground complex was equipped with all necessary supplies to survive conventional and atomic weapons: it had its own airplane technical maintenance room, airplane spare parts and equipment storage, protected and safe storage for rich palette of armament that was carrying MIG-21. Kerosene has been supplied from Bihac suburbs Pokoj and Orljani where hills have been modified in underground kerosene tanks, especially Grabez hill which was heavily guarded. Kerosene pipeline was 10 kilometers long with pipe diameter of 50 centimeters. Explosive storage was settled in Bihac suburbs Vedro polje, Grabez and Racic, while air bombs were stored in suburb Ripac. In front of Pljesivica mountain on plateau was built five runways where two of them were dimensioned for landing largest transportation aircrafts. Also, there were three open air parking positions for fighting airplanes that has been 24 hours ready for immediate and urgent take-off which purpose has been to intercept enemy airplanes in air space of Socialist Federal Republic of Yugoslavia. Stone mine that is located on Bosnian side of border dates from airbase construction. Employees parking were near place Baljevac, while “Triangle” runway point was almost 500 meters beyond. Nobody was allowed to park on “Triangle” runway point except jet air-starter trucks. On “Triangle” point road traffic was controlled by signs, road signs and traffic lights.

On Bosnian side near place Baljevac, there was a ramp and entrance processing station that was marked as security point No. #1. 100 meters after this station on left side of road was located security point No. #2. At the same point was located storage of Air Defense Regiment and their weapons: guns 3×20 millimeters, 40 mm L/70 “BOFORS” antiaircraft gun, 9K31 Strela-1 system (NATO reporting name SA-9 “Gaskin”), and radar Giraffe M 85 mounted on domestic FAP 2026 BDS/A truck. Beside guards, from 8 PM until 8 AM, there were two dogs (Riki and Ajax) that were the best “alarms”. After security point No. #2, towards runways and entrances to underground complex, from the right side of road was guardhouse with crew of six guards, military dog handler, deputy commander and guard commander. Guardhouse in the past use to be a primary school before airbase was built. There was another road that was going opposite of underground complex which leads to hunting lodge, beautiful house where one private-housekeeper. This lodge accommodates VIP guests such as Yugoslav Air Force Commander General Anton Tus, Commander General of 5th Air Corps Ljubomir Bajic, and once Chairman of the Presidency of Socialist Federal Republic of Yugoslavia Mr. Dragutin Zelenovic. Guests were usually arriving without previous notice on weekends by Mi-8 helicopter, staying for a night. Some 300 meters away from lodge were handgun range where infantry and officers actively practice. Lodge wasn't guarded.

At the end of working time, 100 meters from “Triangle” towards place Baljevac was a pick-up point for all officers and other military personals were military buses was parked and driving them homes to Bihac. Each squadron had assigned their bus in case of night flights or working overtime. Drivers of these buses where especially known for managing winter road conditions.

U.S. Pat. No. 4,416,578 teaches a roof-covered multi-story elevator-type garage having at least two vertically moveable platforms with one situated above the other by a distance to at least accommodate an automotive vehicle. Each one of the platforms is vertically shiftable to an access level. A garage roof is attached at least in one region to the uppermost of the platforms and is capable of moving vertically with the platform when said uppermost platform is raised to a certain position in its vertical upward movement. The multi-story elevator-type garage for the temporary storage of moveable vehicles is operable with respect to an access level where vehicles may be moved into and exit the garage. The elevator-type garage includes a vertically moveable carrier, at least two vertically spaced apart vertically moveable platforms with one situated above the other, each of said platforms being operatively connected to said carrier for upward and downward movement with said carrier so that each may be individually shiftable to said access level, a plurality of vertically disposed columns extending between said platforms and said columns extending above the uppermost of said platforms, a garage roof disposed above the uppermost of said platforms, supports on the underside of said garage roof and being telescopically connected to said columns so that said garage roof is operatively connected to at least one of said platforms and being moveable with the uppermost of the platforms, said garage roof being disposed above the uppermost platform by a distance substantially equal to the vertical distance between each of the other platforms when the carriage and platforms are in their lowermost positions, and said garage roof being telescopically lowered relative to said uppermost of the platforms so that the distance between the uppermost of the platforms and the platform there-beneath is substantially less than the distance between the other platforms when said carriage and said platforms have been raised to their uppermost position. The supports limit the downward movement of the garage roof, said supports also being designed so that when the platforms are in their uppermost position, the roof is at a distance above the upper platform sufficient to accommodate a motor vehicle. The support is connected to such garage roof in such manner that when the upper platform is in its uppermost position, the distance between the garage roof and the uppermost platform is less than the distance between said platform and that platform located immediately there-beneath.

There have been many proposed multi-story elevator-type garages which includes elevators that are designed to move motor vehicles from one level to another and to an entrance and exit. These garages are typically quite expensive in their constructions and are not adapted for low cost installation for use at homes and similar dwelling structures. Multi-story elevator-type garages offer a possibility to have two vehicles with one above the other parked on platforms and with each platform capable of receiving one or more vehicles. Further, the vehicles may be parked on each of the platforms and which platforms are vertically moveable to an access level. When the platforms are moveable to a fixed access level, the motor vehicles do not have to drive up steep ramps or up and down inclined driveways. Thus, driving in and out is relatively easy and comfortable, particularly in inclement weather, as for example when it is raining or during ice and snow conditions. These constructions further enable entering and exiting of the vehicle with reduced wear and tear on the vehicle, as for example the transmission of the vehicle, since the vehicle is maintained in a generally horizontal position.

U.S. Pat. No. 3,858,371 teaches a shelter for airplanes which is characterized by being flush to the ground when closed thereby being virtually invisible, and by being highly resistive to high energy explosive impact. The shelter includes a reinforced walled subsurface enclosure having a plurality of fixed columns to support a roof located such that an airplane can be lowered between the columns; a roof supported by a plurality of telescoping supports about its periphery such that the roof can be raised to a level higher than an airplane when the airplane is at ground level and lowered to be flush with the ground thus closing the subsurface enclosure and being supported by the fixed columns; and a floor suspended from the roof whereon an airplane can be placed, said floor having holes therein over the fixed columns such that when the roof is raised, the floor and airplane will be at ground level with the tops of the fixed columns being below the floor, and when the roof is lowered, the fixed columns will pass through the holes in the floor as the floor descends passing alongside the airplane to support the roof in its fully lowered position. The shelter for airplanes disclosed being further provided with sealable ducts for the intake of air and outlet of exhaust fumes so that the engine of the airplane contained therein may be started when the shelter is in the closed position for maintenance and instant readiness for takeoff after attack. The shelter for an airplane includes a fixed floor, a substantially vertical wall disposed about the perimeter of the fixed floor with the wall defining an enclosure wherein the airplane can be placed without any member of the airplane extending above the top of the wall, a plurality of fixed support columns attached to the fixed floor with the support columns being disposed to pass alongside the members of the airplane when the airplane is in the enclosure while being substantially equally dispersed over the fixed floor, a movable roof so shaped as to be supportable about its periphery by the top of said substantially vertical wall and additionally supportable by the tops of the support columns when the movable roof is resting upon the top of the substantially vertical wall, a movable floor above said fixed floor, below the movable roof and within said enclosure with the movable floor being located a sufficient distance below the movable roof to allow the airplane to be placed between the movable roof and the movable floor and with the movable floor containing holes for the passage there-through of the fixed support columns as the movable floor is moved up and down. The movable floor is so shaped and movable that in one position the tops of the fixed support columns will be disposed sufficiently close to the surface of said movable floor to allow the airplane to be moved onto and off of said movable floor. There is a mechanism for connecting the movable roof to the movable floor such that the movable roof and the movable floor will move up and down in combination. There is also a mechanism for moving the movable roof and the movable floor up and down in combination.

In a bomb-proof airplane shelter the primary consideration is making the structure capable of withstanding the energy impulse of an exploding bomb. This is, of course, even more critical when nuclear devices are considered. A curved roof such as a quonset or dome has a natural strength from the shape. Likewise, the shelter can be built into a hillside or mountain for additional strength. Hillsides and mountains, however, are not always available. Any structure rising above ground level is visible to enemy aircraft or ground observers and, therefore, more likely to receive a direct hit and indicate critical target locations. A flat roof, on the other hand, needs numerous supports or columns to resist the energy impact. With standard aircraft, there is insufficient room between columns to more the aircraft. In one typical prior art teaching this problem is solved by having the columns hydraulically retractable. Not only is this a more complex structure than desirable, but it must be open on one side for the airplane to pass in or out with the opening closable with blast-proof doors.

U.S. Pat. No. 8,020,506 teaches a double level flight deck type aircraft carrier which includes a second level of flight deck so that aircraft launching and landing operations can be separately performed on the decks. The double deck design doubles the operation capacity and capability. An aircraft carrier having a second level flight deck spaced above a first level flight deck and a second aircraft elevator platform outward from said second level flight deck and spaced above a first aircraft elevator platform at an outer side of said first level flight deck; and, a runway buffer device mounted on said second level flight deck for reducing a required runway landing distance for aircraft, said runway buffer device including a conveyor, a plurality of rollers, a plurality of driving rollers for linearly displacing said conveyor, a control system, and an aircraft speed sensor; said runway buffer device being activated by said control system to displace the conveyor in an opposite direction to a landing direction of an aircraft when said aircraft is landing on said second level flight deck, said speed sensor for sending a signal to said control system or to the speed of said aircraft landing on said second level flight deck, said control system being coupled to said rollers and driving rollers for rotation of said driving rollers and rollers and responsively driving said conveyor for buffering a forward landing speed of said aircraft responsive to the speed of said aircraft detected by the sensor.

A conventional aircraft carrier has one single flight deck for the operations of aircraft A launching and landing. Because the flight deck has a very limited space and a short runway, it is very crowed and dangerous to let a number of aircrafts perform launching and landing operations on this single flight deck 51. An accident may happen when aircrafts are landing on the flight deck one after another within a short interval. To improve this problem, the Navy needs to build larger aircraft carriers that provide a relatively greater runway for aircrafts. In consequence, the aircraft carrier construction cost is getting higher. Further, the aircraft elevator platforms of the conventional aircraft carrier are a part of the flight deck. When one aircraft elevator platform of the flight deck is lowered to carry the landed aircraft A to the bottom hanger deck, a dangerous opening is left on the flight deck above the respective aircraft elevator platform.

U.S. Pat. No. 5,218,921 teaches a vessel able to deploy V/STOL aircraft which includes: a hull, a main deck with forward and aft exposed sections and an intermediate section comprising a tenth to half the main deck; on the forward, intermediate and perhaps aft sections a take-off runway with a ski jump; a hangar straddling the intermediate section and its runway portion and having walls supporting an upper deck on which functional items are located; pads on the forward and/or aft sections; and an aft section area where aircraft park when others launch through the hangar.

The inventors hereby incorporate all of the above referenced patents into his specification.

SUMMARY OF THE INVENTION

The present invention is generally directed to an airfield with a short bi-directional runway and a long bi-directional runway intersecting with each other perpendicularly a system for protecting and launching a plurality of airplanes. The systems includes a plurality of platforms onto each of which one of the airplane may be placed and a plurality of cages each of which has an opening and into each of which one of said platforms and one of the airplanes is inserted through said opening.

It is a first aspect of the present invention that a frame having a plurality of slots and disposed in ground beneath the airfield so that one of the cages may be inserted into one of the slots.

It is a second aspect of the present invention that an elevator is disposed adjacent to the frame and has a bottom platform and an opening that may be aligned with the opening of one of the slots.

It is a third aspect of the present invention that a plurality of moving mechanisms are disposed within each of the cages so that one of the moving mechanisms moves one of the platform and one of the airplanes through the opening in one of the slots into the elevator onto the bottom platform and so that the elevator elevates one of platforms and one of the airplanes to ground level of the airfield.

It is a fourth aspect of the present invention that the system includes a catapult launcher that is disposed on the short bi-directional runway.

It is a fifth aspect of the present invention that the airplane's nose landing gear has a mechanism which allows for catapult launching of the airplane.

It is a sixth aspect of the present invention that the elevator using a lift arrangement conveys a load between at least two levels in a lift shaft. The lift arrangement includes two platform means each mounted for movement within said lift shaft between one level and the other, each platform means being changeable between a load-carrying configuration in which it extends across a substantial extent of the lift shaft, and a bypass configuration in which it allows the other platform means to pass it when in a load carrying configuration, wherein each platform mechanism includes two floor elements moveable between a generally co-planar load-carrying configuration and a bypass configuration in which they lie adjacent the periphery of the lift shaft. The floor elements of each platform means are pivotally mounted for separate movement about generally horizontal pivotal axes adjacent the edge of the shaft.

It is a seventh aspect of the present invention that the elevator is a lift arrangement for conveying a load between at least two levels in a lift shaft. The lift arrangement includes two platform means each mounted for movement within the lift shaft between one level and the other, each platform means being changeable between a load-carrying configuration in which it extends across a substantial extent of the lift shaft, and a bypass configuration in which it allows the other platform means to pass it when in a load carrying configuration, wherein each platform means comprises two planar floor elements moveable between a generally co-planar load-carrying configuration and a bypass configuration in which they lie adjacent the periphery of the lift shaft.

It is an eighth aspect of the present invention that the floor elements are pivotally mounted on a support structure movable mounted within the lift shaft.

It is a ninth aspect of the present invention that the floor-elements are pivotally mounted for movement about generally horizontal pivotal axes adjacent the edge of the shaft.

It is a tenth aspect of the present invention that the lift arrangement includes a control mechanism which controls and sequences the configuration and movement of the platform means.

It is an eleventh aspect of the present invention that the control mechanism is operable to effect reciprocal movement of the platform means whereby one platform means moves from one level to the other in a load-carrying configuration as the other platform means moves from the other level to said one level when in said bypass configuration.

It is a twelfth aspect of the present invention that the control means is also operable to cause the respective floor means to move from the load carrying configuration to said bypass configuration as required to allow the platform means to pass each other in the lift shaft.

Other aspects and many of the attendant advantages will be more readily appreciated as the same becomes better understood by reference to the following detailed description and considered in connection with the accompanying drawing in which like reference symbols designate like parts throughout the figures.

The features of the present invention which are believed to be novel are set forth with particularity in the appended claims.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic drawing of a system for protecting and launching a plurality of airplanes according to the present invention.

FIG. 2 is a top plan view of a first embodiment of intersecting orthogonal runways for use with the system of FIG. 1.

FIG. 3 is a top plan view of a second embodiment of intersecting orthogonal runways for use with the system of FIG. 1.

FIG. 4 is a top plan view of a third embodiment of intersecting orthogonal runways for use with the system of FIG. 1.

FIG. 5 is a partial, top plan view of the third embodiment of the intersecting orthogonal runways of FIG. 4 for use with the system of FIG. 1.

FIG. 6 is a perspective view of a frame of the system of FIG. 1.

FIG. 7 is a side elevation view in cross-section of the frame of FIG. 6.

FIG. 8 is a right side perspective drawing of a cage of the system of FIG. 1.

FIG. 9 is a left side perspective drawing of a cage of the system of FIG. 1.

FIG. 10 is a front side perspective drawing of a cage of the system of FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1 in conjunction with FIG. 2 in an airfield with a short bi-directional runway and a long bi-directional runway intersecting with each other perpendicularly a system for protecting and launching a plurality of airplanes includes a plurality of platforms onto each of which one of the airplanes may be placed, a plurality of cages each of which has an opening and into each of which one of the platforms and one of the airplanes is inserted through the opening and a frame having a plurality of slots and disposed in ground beneath the airfield so that one of the cages may be inserted into one of the slots. An elevator is disposed adjacent to the frame and has a bottom platform and an opening that may be aligned with the opening of one of the slots. A plurality of moving mechanisms disposed within each of the cages so that one of the moving mechanisms moves one of the platforms and one of the airplanes through the opening in one of the slots into the elevator onto said bottom platform. The elevator elevates one of the platforms and one of the airplanes to ground level of the airfield. A catapult launcher is disposed on the short bi-directional runway. The airplane nose landing gear has a mechanism that allows for catapult launching of the airplane. The elevator is a lift arrangement for conveying a load between at least two levels in a lift shaft. The lift arrangement includes two platform means each mounted for movement within the lift shaft between one level and the other. Each platform means is changeable between a load-carrying configuration in which it extends across a substantial extent of the lift shaft, and a bypass configuration in which it allows the other platform means to pass it when in a load carrying configuration. Each platform mechanism includes two floor elements moveable between a generally co-planar load-carrying configuration and a bypass configuration in which they lie adjacent the periphery of the lift shaft. The floor elements of each platform means are pivotally mounted for separate movement about generally horizontal pivotal axes adjacent the edge of the shaft.

In an airfield with a short bi-directional runway and a long bi-directional runway intersecting with each other perpendicularly a system for protecting and launching a plurality of airplanes includes a plurality of platforms onto each of which one of the airplane may be placed and a plurality of cages each of which has an opening and into each of which one of said platforms and one of the airplanes is inserted through said opening. A frame has a plurality of slots and disposed in ground beneath the airfield so that one of the cages may be inserted into one of the slots. An elevator is disposed adjacent to the frame and has a bottom platform and an opening that may be aligned with the opening of one of the slots. A plurality of moving mechanisms are disposed within each of the cages so that one of the moving mechanisms moves one of the platform and one of the airplanes through the opening in one of the slots into the elevator onto the bottom platform and so that the elevator elevates one of platforms and one of the airplanes to ground level of the airfield.

From the foregoing it can be seen that an underground system for protecting and launching aircraft from an airfield has been described. It should be noted that the sketches are not drawn to scale and that distances of and between the figures are not to be considered significant.

Accordingly it is intended that the foregoing disclosure and showing made in the drawing shall be considered only as an illustration of the principle of the present invention. 

1-10. (canceled)
 11. In an airfield with a short bi-directional runway and a long bi-directional runway intersecting with each other perpendicularly a system for storing and launching a plurality of airplanes comprising: a. a plurality of platforms onto each of which one of the airplane may be placed; b. a plurality of cages each of which has an opening and into each of which one of said platforms and one of the airplanes is inserted through said opening; c. a frame having a plurality of slots and disposed in ground beneath the airfield whereby one of said rectangular cages may be inserted into one of said slots; d. an elevator disposed adjacent to said frame and having a bottom platform and an opening which may be aligned with said opening of one of said slots; and e. a plurality of moving mechanisms disposed within each of said cage whereby one of said moving mechanisms moves one of said platform and one of the airplanes through said opening in one of said slots into said elevator onto said bottom platform wherein said elevator elevates one of said platform and one of the airplanes to ground level of the airfield.
 12. In an airfield a system for storing and launching a plurality of airplanes according to claim 1, said system includes a catapult launcher disposed on the short bi-directional runway.
 13. In an airfield a system for storing and launching a plurality of airplanes according to claim 1 the airplane nose landing gear has a mechanism that allows for catapult launching of the airplane.
 14. A lift arrangement according to claim 1, the elevator is a lift arrangement for conveying a load between at least two levels in a lift shaft, said lift arrangement including two platform means each mounted for movement within said lift shaft between one level and the other, each platform means being changeable between a load-carrying configuration in which it extends across a substantial extent of the lift shaft, and a bypass configuration in which it allows the other platform means to pass it when in a load carrying configuration, wherein each platform mechanism includes two floor elements moveable between a generally co-planar load-carrying configuration and a bypass configuration in which they lie adjacent the periphery of the lift shaft, wherein said floor elements of each platform means are pivotally mounted for separate movement about generally horizontal pivotal axes adjacent the edge of the shaft.
 15. A lift arrangement according to claim 1, the elevator is a lift arrangement for conveying a load between at least two levels in a lift shaft, said lift arrangement including two platform means each mounted for movement within said lift shaft between one level and the other, each platform means being changeable between a load-carrying configuration in which it extends across a substantial extent of the lift shaft, and a bypass configuration in which it allows the other platform means to pass it when in a load carrying configuration, wherein each platform means comprises two planar floor elements moveable between a generally co-planar load-carrying configuration and a bypass configuration in which they lie adjacent the periphery of the lift shaft.
 16. A lift arrangement according to claim 5 wherein said floor elements are pivotally mounted on a support structure movable mounted within said lift shaft.
 17. A lift arrangement according to claim 5 wherein wherein said floor elements are pivotally mounted for movement about generally horizontal pivotal axes adjacent the edge of the shaft.
 18. A lift arrangement according to claim 5 wherein said lift arrangement includes a control mechanism which controls and sequences the configuration and movement of said platform means.
 19. A lift arrangement according to claim 5 wherein said control mechanism is operable to effect reciprocal movement of said platform means whereby one platform means moves from one level to the other in a load-carrying configuration as the other platform means moves from the other level to said one level when in said bypass configuration.
 20. A lift arrangement according to claim 8 wherein said control means is also operable to cause the respective floor means to move from said load carrying configuration to said bypass configuration as required to allow the platform means to pass each other in the lift shaft. 